Automatic railway-coupling.



JEAN-BAPTISTB MOYBT & H. BOUVIER.

AUTOMATIC RAILWAY COUPLING.

APPLICATION FILED APR.6, 1909.

Patented Dec. 24, 1912.

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JEAN-BAPTISTE MOYET & H. BOUVIER.

AUTOMATIC RAILWAY COUPLING.

APPLICATION FILED APR.6, 1009.

Patented Dec. 24, 1912.

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AUTOMATIC RAILWAY- COUPLING.

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AUTOMATIC RAILWAY COUPLING.

APPLIOATION FILED APR. 6, 1909.

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JEAN BAPTISTE MOYET AND HENRI BOUVIER, OF GRENOBLE, FRANCE, ASSIGNORS TO SOCIETE DETUDE ET DEXPLOITATION DES ATTELAGES AUTOMATIQUES POUR WAGONS (BREVETS MOYET-BOUVIER), 0F LYON, FRANCE, A CORPORATION OF FRANCE.

AUTOMATIC RAILWAY-COUPLING.

Specification of Letters Patent.

Application filed April 6, 1909.

Patented Dec. 24, 1912.

Serial No. 488,161.

To all whom it may concern Be it known that we, Juan Bluuisrn Morn'r, under station-master, of Place de la Gare, and HENRI BOUVIER, engineer, of Rue du Polygone, citizens of the Republlc of France, both in Grenoble, Department oit Isere, France, have invented a certain new and useful Improvement in Automatic 1t a1l way-Couplings, of which the following is a full, clear, and exact description.

The present invention relates to automatic couplings for railway wagons and other vehicles, of the type in which each haltapparatus consists of a pair of hooks turned oppositely to one another, and the lllVOlll'lOll has for object an improved apparatus presenting as principal advantages those of insuring without it being ever necessary to enter between the buffers, the possibility and the security of coupling, or at will the liberty of shunting without couplin between wagons of any nature, having between their draw-bars any differences of level lying Within the extreme limits allowed by the regulations, even upon curved portions of the roads for all existing radii of curvature. These results are obtained principally owing to the use of a spring connection between the hooks of each halt-apparatus, and owing to the shape and disposition given to the female hook of each pair and to the method of controlling the uncoupling ltlap of the latter, situated entirely below the plane of coupling.

In addition, the apparatus comprises an arrangement which allows of changing each half-apparatus, by means of a simple and easy operation, from the working position (in which it is solidly held) to the nonworking position and vice-versa, as well as indicating devices projecting 011 each side of the wagons and showing at the first glance the position of all the working parts of the different coupling apparatus.

The apparatus is represented by way of example upon the annexed drawings, in which Figure 1 is a longitudinal section of the coupling apparatus connecting two wagons. Fig. 2 is a corresponding plan. Fig. 3 is a plan upon a larger scale of the female hook.

seen detached, showing its connection with the male hook. Flg. 4 1s a corresponding end view. Figs. 5 and 6 are sections upon the lines 5-5 and (i6 respectively of Fig. 3. Fig. 7 is a cross section upon the broken line 7-7 of Fig. 2. Fig. 8 is another cross section taken upon the line S8 of Fig. 2. Fig. 9 is a part longitudinal section of the apparatus showing the female hook in its free position allowing the operations of shunting. Figs. 10 and 11 are similar part longitudinal sections showing two different positions of the apparatus -for a maximum dill'erence of level between the wagons. l igs. l2 and 13 represent in longitudinal section two dill'crent positions of the raising and lowering mechanism of each pair of hooks.

The hooks a and b of each halt-coupling are suspended on a common spindle 0 passing through the eye of the clrawbar; this spindle 0 passes also through the guide-rods (Z, sliding in the headstock of the wagon and carrying nuts 0, forming safety stops, in case of breakage of the drawbar. The system of hooks to and Z) of each half-apparatus maintained in the horizontal or coupling position by the bolts 0 provided with counterweights 0*, against which abut the cocentrically-rclievcd cleats a formed upon the pivotal sockets of the hooks.

The male presents no peculiarity of construction. The female hook 1) consists principally of a frame or box widening from bottom to top and toward its free extremity, of which the checks 6 6 serving as guides to the male hooks are connected at their front part by a transverse beak b with an inclined plane allowing the male hook to mount and then to engage itself between the two checks of the frame. This arrangement allows the wagons to be coupled while at a comparatively great obliquity to each other, the coupling of wagons in curved parts of the track and for all radii in which the different types of vehicles are called upon to travel.

The female hook comprises in addition a base or flap f oscillating around the spindle f and forming a movable bottom for the female hook. The method of operating and controlling this flap will be set forth hereafter.

The hooks a and Z) are connected togethe by a spring device constituted preferably as follows (see Figs. 3 to 6) :-The hook a; is attached rigidly to one of the extremities of a cross-bar a of which the other extremity comprises a perpendicular flange a forming a sliding surface against the cheek b of the female hook. Between the free end of the cross-bar and the base of the cheek b of the female hook is interposed a spring device which is compressed when the hooks separate from one another in the vertical direction. This device can be formed of a rod (0 and a tube 6 respectively engaged in the cross-bar and in a socket 12* upon the cheek b and one entering into the other; the rod (4 carries at its base a cotter a (Fig. 5) sliding in slots in the tube 19 and surmounted by a shouldered washer a a similar washer Z) is fixed to the upper extremity of the tube 1). A helical spring g is interposed between the washers a and 6. Y

Then two wagons come in contact, the male hooks slide up the inclined plane of the beaks of the female hooks, so compressing the springs g, until they pass over the top of this plane; they are then impelled by the expansion of the springs and forced down between the side frames of the female hooks in the coupled position, illustrated in Figs. 1 and 2. But the principal object of the spring connection of the pair of hooks, is to compel the half-coupling to lift in its entirety when only one of the hooks rises; this is a condition which must be fulfilled in the case of two wagons to be coupled having their draw bars at diflerent heights. A case of this sort is represented in Figs. 10' and 11. In this example the difference of level 00 between the draw-bars reaches the maximum contemplated by the international regulations.

In Fig. 10, which represents the parts at the moment when they come in contact, it will be seen that the female hook of the lower half-coupling would, if isolated, remain below and out of reach of themale hook of the other half-coupling. But the male hook of the lower wagon meeting the inclined plane of the opposite hook, ascends this inclined plane, is raised and in rising lifts the female hook forming part of the same half-coupling, owing to the connecting spring, in such a manner that the two pairs of hooks engage simultaneously, in spite of the difference in the initial heights of the points of the hooks.

Fig. 11 shows exactly the moment when the male hooks have arrived at the top of the inclined planes of the female hooks and are about to engage therewith under the effect of the expansion of the springs which have been compressed by the relative displacement of the hooks of each half-apparatus. The effect of the connecting spring has also for object to insure the security of the coupling of the two sets of hooks what-ever be the violence of the movements that may take place in course of travel.

The system of the four hooks which compose the coupling thus forms a frame jointed toward the draw-bars and likewise jointed upon the line of the planes of contact of the hooks, without this mobility in the least affecting the security of the coupling; the latter remains safe whatever be the forces exerted and the relative movements of the two wagons coupled. These relative move ments can be produced under great tractive forces or on the other hand when there is compression of the buffers. In the latter case the male hooks slide over the female hooks, the points of the male hooks remain ing during this movement always engaged between the guide walls of the corresponding hooks, and when the recoil takes place the planes of contact of the hooks return together without possibility of escape. Thus with the arrangement described all mobility desirable is assured to the parts without affecting the complete security of the coupling.

The base or flap f of the female hook, of which mention has been made, is adapted to receive an oscillatory movement about its axis f of amplitude. equal to the height of the transverse beak b. The movement of the flap is obtained by means of a linkage which comprises a link a bell crank lever f and asystem of rods f f; the last rod f is attached to the carriage of a screwwinch with automatic release already described in the specification of Letters Patent No. 956,400, dated April 26, 1910. The control of this carriage h is effected at will by means of either one of the two hand-wheels it placed at either side of the frame, by means of transmission shafts 7L2 and a set of bevel pinions 7L 7& and 72. the latter being secured upon the screw-threaded shaft 7L causing by its rotation the axial. movement of the nut h which operates the carriage.

When the coupling parts occupy the position shown in Figs. 1 and 2, the operation of any one of the hand wheels 72. in the suitable direction causes the return of the carriage and a pull is exerted upon the rods which brings about the lifting of the internal flap f of the female hook. In its rising movement, this flap carries the point of the male hook and lifts it up. When the lower edge of the male hook reaches the height of the upper edge of the female hook the uncoupling of the two hooks is accomplished (see Fig. 9).

By continuing the rotary motion of the wheel, the hooks of the carriage are separated by the wedge h forming the bottom of the guide-frame if of the carriage, and are freed from the nut, so that the carriage so freed is drawn by the weight of the rods pose,

toward its normal position, in which it is arrested by a fork (Z fixed to the guide-rod (Z corresponding to the female hook. The flap is thus brought back automatically and with certainty to its lowest position in which it cannot present any obstacle to the coupling.

If the flap were to remain raised, as a re sult of abnormal friction, it would be sure to fall at the moment of coupling owing to the weight of the male hook and under the effect of the connecting spring of the hooks. If on the other hand the rotation of the wheel is stopped at the moment when the flap occupies the position of Fig. 9, coupling becomes impossible; the couplings are placed in the free position for shunting.

The arrangement adopted for the control of the uncoupling flap presents the essential peculiarity of allowing of carrying all the operative parts below the plane of the buffers. These operative parts being carried low therefore leave free all the space above the plane of the buffers, which space is utilized in passenger vehicles by the gangway connections for example, and in flat goods wagons by the loads which are sometimes made up on two consecutive wagons.

The apparatus comprises moreover a device allowing, by a very simple operation and without it being necessary to enter between the buffers, of effecting the lowering of each half-apparatus below the coupling hook in order to allow the coupling of the wagon with any one of those carrying the present couplings, and at will of raising it again to the position of automatic coupling. This device is represented in different positions in Figs. 1, 12 and 13. For this purmeh of the sockets of the hooks carries in addition to the clcat c the lug c". The two lugs of the male and female hooks of a half-coupling are connected together by a stirrup i to which is attached one of the ends of a chain j which passes over a jockey pulley Z; and of which the other extremity is attached to the crank-pin of a small cranked shaft Z The two cranks of this shaft are cut in the shape of a cam m and the latter during the rotary movement of the shaft Z meets a lever a connected to the tail of the bolts 0' by means of a link 0. Each extremity of the shaft Z carries an operating lever Z, the levers being placed externally on each side of the vehicle.

The dimensions of the parts which have just been described are determined in such a manner that if the shaft Z is revolved the chain j is first tensioned to cause a slight lifting of the hook which frees the cleats from the bolts 0, then the cam m meets the lever n and causes the dropping of the bolts 0, which frees the cleats 0 At this moment the two hooks are retained by the chain and the stirrup i which prevents their sudden fall (see Fig. 12), but the movement of the shaft continuing, the crankpin of the shaft Z falls releasing the chain j while maintaining the bolts in their disengaged position owing to the prolongation of the cam m, and the hooks, of which the cleats are freed from the bolts, begin their rotary movement downward. At this moment the eccentric backs of the cleats engage above the bolts and the extremity of the latter slides, bearing under the action of the counterweights 0 upon the back of the said cleats (Fig. At the same time the hooks continue their dropping move ment and this is completed when the shaft Z has made approximately a half revolution (see Fig. 13). If now the shaft Z is still revolved in the same direction, its crank-pin rises again, pulls upon the chain j and the latter lifts the hooks by means of the stirrup 2' and the lugs 0. During this time the backs of the cleats a slide over the bolts in the opposite direction to the previous movement and as soon as the planes of contact of the bolts and cleats are slightly passed, engagement of the bolts takes place (see Fig. l). Lifting is then completed and the half-coupling is in position for the operation of coupling.

'The lowered or raised position of the hooks of the automatic coupling is indicated externally of the wagons, either to right or to left of the latter, by the position of the lever Z which is mounted in such a manner that it occupies a horizontal or vertical position according as the hooks are themselves raised or lowered. Lastly the apparatus is completed by an indicating device (Figs. 1, 2 and S) which has for object to show at every moment the state of the coupling parts. It has been said that the lat ter according to the position occupied by the flap f' of the female hook can either be ready to effect coupling or else be in the free position for shunting. For this purpose, the operating shaft b of the uncoupling winch carries on. the side of the exterior of the wagon a scrcw-threaded portion upon which moves a nut p to which a lever q is attached. This lever terminates in a disk r the variable projection of which in relation to its supporting frame 8 effects the necessary indication by means of two colors painted upon the disk and represented conventionally in the drawing by the checkered and dotted parts 1* and 1' When the winch is disengaged the disk makes the maximum projection and the two colors 1* 9 appear outside the frame 8 as shown in Fig. 8. The flap f is then at the lowest point which corresponds to the cou pling position.

When the winch occupies the position which corresponds to shunting, that is when the flap f is at the top of the cope of the female hook (Fig. 9) the disk projects less so that only the color 9" appears outside the frame 8.

If very showy colors in great contrast with one another are selected, the operator charged with making up the trains can rapidly take note, at a single glance, of the position of the disks and therefore of the state of all the automatic couplings of the Wagons composing the train under formation.

The invention is not limited to the details of construction above described, which may vary without its principle being altered.

Having thus described our invention what We claim as such and desire to secure by Letters Patent is 1. A coupling device of the character described comprising a pair of oppositely faced hooks journaled on the same axis, a lost motion connection between said hooks permitting independent movement of said hooks, and a spring tending to maintain said hooks in predetermined position with relation to each other, for the purpose described.

2. A coupling device of the character described, comprising a pair of oppositely faced hooks arranged beside each other and a cross bar rigid with one of said hooks, and means in connection with the other hook for engaging said cross bar through an interposed spring, substantially as and for the purpose described.

3. A coupling device of the character described, comprising a pair of oppositely faced hooks arranged beside each other and a cross bar rigid with one of said hooks, spring abutments carried by said cross bar and the other hook respectively and a spring interposed between said abutments and tend ing to hold said cross bar and hook together, substantially as described.

4. In a coupling device of the character described, a pair of oppositely faced hooks mountable on one car, a cooperating pair of oppositely faced hooks, mountable on a second car, and a flexible connection between the hooks of each pair to insure their synchronous movement in the same general direction While at the same time permitting their temporary relative displacement during the coupling operation, substantially as described.

7 5. A coupling device of the character de scribed, comprising a female hook having side guide cheeks united at the free end of the hook by an engaging member, and a pivoted member mounted between said cheeks and lying behind said engaging member and adapted to be raised to force a cooperating hook out of engagement with said female hook, in combination with an indicator, the position of which is controlled by the position of said pivoted member.

6. A coupling device for the purpose described comprising a pivoted coupling hook, a cleat moving therewith, a. counter-weight ed bolt-lever engaging said cleat in the coupling position of the hook, and an oper ating lever for swinging said hook to coupling position.

7. A coupling device for the purpose described comprising a pivoted coupling hook, a cleat moving therewith, a counter-weighted bolt-lever engaging said cleat in the coupling position of the hook, and an operating lever for swinging said hook to coupling position, together with-a cam on said operating lever operatively engaging said bolt-lever to temporarily free the latter fro-1n the cleat on said hook to permit said hook to move from the coupling position.

8. A coupling device for the purpose described comprising a pivoted coupling hook, a cam-shaped cleat moving therewith, a counter-weighted bolt riding upon the cam face of said cleat when the hook is not in coupling position, but engaging the cleat when in coupling position and serving to maintain said position, and an operating lever serving to swing said hook to coupling position, substantially as described.

This 9th day of March, 1909.

JEAN BAPTISTE MOYET. HENRI BOUVIER. In the presence of ARNAUD, B. VAoHimn.

Copies of this patent be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

